Machine for assembling articulated elements



g 6, 1940- R. N. BROWN 2.210.615

mcanm FOR Asssmamnenncummn ELEMENTS Filed Jan; 16, 1956 11 Shuts-Sheet 1 I XIX 4r 3mm 6, 1940. R. N. BROWN 2.210515 MACHINE FOR ASSEMBLING ARTICULATED ELEMENTS Filed Jan. 16, 1956 11 Sheets-Sheet 2 fFg.E. #7 #9 O Q llfi Aug. 1940- R. N. BROWN 2.210.615

MACHINE FOR A SSEMBLING ARTICULATED ELEMENTS I Filed Jan. 16, 1936 11 Sheets-Sheet 3 IIMVIIIIIII F7. 7 26 if T 44 W; Z/ 5/ av Aug. 6, 1940. R. N. BROWN 2.210.615-

y MACHINE FOR ASSEMBLING ARTICULATED ELEMENTS Filed Jan. 16, 1936 11 Sheets-Sixes: 4

fi /5mm M $154: 777% {Ix/tom;

Aug. 6, 1940.

N. BROWN 2.210.615

MACHINE FOR ASSEMBLING ARTICULATED ELEMENTS Filed Jan. 16, 1936 ll Sheets-Sheet 5 Aug. 6, 19 10.-

R. N. BROWN MACHINE FOR ASSEMBLING ARTICULATED ELEMENTS Filed Jan. 16 1936 11 Sheets-Sheet 6 Aug. 6, 9 R. N. BR OWN MACHINE FOR ASSEMBLING ARTICULATED ELEMENTS ll Sheets-Sheet 7 Filed Jan. 16, 1936 I m m m II. aunt-15:15:11.4!I: 1 JGILI I I I I I /////4 g- 6, 1940- R. N. BROWN 2.210.615

MACHINE FOR KSSEMBLING ARTICULATED ELEMENTS Filed Jan. 16, 1936 11 Sheets-Sheet 8 aii/ /ii zm/ Aug. 6, 1940.

ll /67 /56A R. N. BROWN MACHINE FOR ASSEMBLING ARTICULATED ELEMENTS Filed Jan. 16, 1936 11 Sheets-Sheet 9 altar/"m Aug. 6, 1940. l R. N. BROWN MACHINE FOR ASSEMBLING ARTICULATED ELEMENTS 11 Sheets-Sheet 10 Filed Jan. 16, 1936 Villa 6, 1940. R. N. BROWN 2.210,6l5

MACHINE FOR ASSEMBLING ARTICULATED ELEMENTS Filed Jan. 16, 1936 11 Sheets-Sheet 11 Patented Aug. 6, 1940 UNITED STATES angers PATENT @FHQE MACHINE FOR ASSEMBLING ARTICULELTED ELEMENTS Robert N. Brown, Detroit, Mich, assignor to Packard Motor Car Company, Detroit, Mich, a corporation of Michigan Application January 16, 1936, Serial No. 59,469

5 Claims.

ments being as'sembledvfrom one station to an other, and to coordinate the conveying mechanism and the operating mechanisms at the several stations so that the machine will function largely or wholly in an automatic manner and with a minimum of attention on the part of an operator. 7

'The present invention has resulted from the adoption in this country of independent wheel suspension systems for motor vehicles, heretofore used principally in Europe, a number of these suspension systems employing pivoted links for supporting the frame on the vehicle wheels. High speed production of motor vehicles as practiced in this country necessitates the elimination of hand operations wherever possible and one of the difficulties encountered in the adoption of independent wheel suspensions here is the excessive time required for manual assembly of the pivotal connections employed therein.

The invention is accordingly illustrated herein as applied to the assembly of a pivotal connection between a suspension link and a wheel car rier unit, and the connection shown is of the antifriction type employing a pivot pin and antifriction bearings. The assembly of this type of connection by hand is a very tedious operation and the time required is such that mass production of vehicles is rendered difficult. By the employment of the present invention the assembly may be effected not only with very much greater rapidity, but with increased accuracy and uniformity.

It will nevertheless be appreciated that while this preferred use of the apparatus is described herein, the invention is by no means thus limited in its application. On the contrary, apparatus of this character is capable of assembling any two members to form a pivotal connection therebetween and is useful in the assembly of other types of pivotal joints than that illustrated, the mode of assembly and the elements of the machine being varied to meet the requirements.

In its more specific aspect the invention comprises apparatus operable on two machine elementsfor assembling a pivot pin between the elements, introducing anti-friction bearings, and

closing the joint thus formed to prevent unintentional displacement of the parts thereof. Preferably the pivot pin is introduced at one station, the anti-friction bearings at a second station, and the closing or retaining means at a third station, these stations being conveniently respectively designated A, B, and C, Carrier or conveyor apparatus which is adapted to support the two machine elements in operative relation serves to carry these elements from one station to another and to retain them in proper position at each Figure l is a frontelevation of a machine constructed in accordance with the invention and showing a link and wheel carrier in dotted lines in the position which they occupy for the performance of an operation at station A;

Figure 2'is a plan view of the structure shown in Figure 1;

Figure 3 is a vertical section approximately on the line 3-3 of Figure 1; i

Figure 4 is a perspective illustration of an assembled link and wheel carrier;

Figures 5, 6, and '7 are fragmentary sectional views through the link and wheel carrier illustrating the operations performed thereon at stations A, B, and C respectively;

Figures 3 and 9 are partial front elevations corresponding to Figure 1 and showing the link and wheel carrier and the elements of the support therefor at stations B and C respectively;

Figure 10is a fragmentary vertical sectional View through parts of the carriage showing the mode of cooperation of the mechanism at station A therewith;

Figure 11 is a section on the line llll of Figure 10;

Figure 12 is a section on the line l2l2 of Figure 11;

Figure 13 is a detailed sectional view on the line [3-43 of Figure 10;

Figure 14 is a horizontalsectional view on the line AA of Figure 1;

Figure 15 isa fragmentary vertical sectional view on the line I5I5 of Figure 1; a

Figure 16 is a partial horizontal section on the line 13-13 of Figure 1;

Figure 17 is a sectional view corresponding to Figure 16 and illustrating the parts in a different position; v r

Figure 18 is a section on the line I8l8 of Figure 16;

Figure 19 is a section on the line 19-19 of Figure 17;

Figure 20 is a section on the line 2il29 of Figure 17; i

Figure 21 is a fragmentary plan view of th elements shown in Figures 16 and 1'7;

Figure 22 is a section on the line 2222 of Figure 1'7;

Figure 23 is a section on the line 23-43 of Figure 9;

Figure 24 is a section on the line 26-4 of Figure 23;

Figure 25 is an enlarged end elevation of apparatus shown in Figure 2;

Figure 26 is a sectional view taken substantially on the line 2$26 of Figure 25;

Figure 27 is a section on the line2'!-2'i of Figure 25;

Figure 28 is a fragmentary section taken on the line 2828 of Figure 25;

Figure 29 is a partial horizontal section on the line C--C of Figure 1;

Figure 30 is a section on the line 3B39 of Figure 29;

Figure 31 is an enlarged sectional view of a detail shown in Figure 29;

Figure 32 is an end elevation of the structure shown in Figure 31;

Figure 33 is a diagrammatic representation of mechanism suitable for the control of the several operations performed by the apparatus; and

Figures 34 and 35 are sectional views of pneumatic valves represented in Figure 33.

Referring first to Figure 4 which shows the two machine elements in their assembled relation. it will be observed that the reference character 25 designates a wheel suspension link, a road wheel carrier being indicated at 26, the latter supporting the conventional road wheel spindle 2! for steering movement about a substantially vertical axis by means of the usual steering knuckle 28. The wheel carrier it is provided adjacent its upper end with a boss 29 affording a pivotal connection to a second Wheel suspension link, not shown, and is formed at its lower end to provide a boss 39 which is to be pivotally connected to the suspension link 25. The outer end of the link 25 is forked to embrace the lower end of the wheel carrier 25 and is provided with bosses 3i and 32 aligned with and pivotally connected to the lower boss 30 on thewheel carrier, a thrust bearing 42 being preferably interposed between the boss 39 and the boss 3!.

The link 25 is also formed to provide a spring seat 34 which may receive a coil Spring and with an enlarged portion 35 which is apertureol for the reception of bolts whereby attachment of the link to a torque arm, not shown, may be effected.

At its inner end the link 25 is provided with a boss 33 for pivotal connection to the vehicle frame, and a pivot pin 36 which functions for this purpose is shown in position in the boss, The connection between this pin and the boss preferably comprises a sheath of rubber interposed therebetween and surface bonded to both, and the pin is provided with flattened outer ends 3'5 which are apertured for the reception of bolts for securing the pin to a bracket carried on the frame.

The structure thus far described obviously forms no part of the present invention and is shown in detail in the application of Walter R.

Griswold, Serial No. 45,347, filed October 16, 1935, this prior application disclosing the entire suspension system and illustrating its mode of operation. On the contrary, the present invention is concerned solely with apparatus for assembling this or any similar mechanism in which a pivotal connection is employed.

The connection between the-wheel carrier 26 and the suspension link 25 is illustrated in more detail in Figures 5 to 7 inclusive which show successive steps in the assembly as preferably carried out. It is most convenient to employ three separate stations at each of which certain of the required operations are performed, these stations being designated herein as A, B, and C, and being indicated on the drawings by the reference lines A-A, 13-13, and C-C, Figures 5, 6, and '7 showing the extent of the operation performed at these three stations respectively.

Thus at station A the wheel carrier and suspension link are mounted in proper operative relation with the axes of the adjacent bosses in substantial alignment. It will be observed that the bosses 3i and 32 in the link have previously been supplied with bushings :36. A washer ll and a thrust bearing 32 are assembled in the positions shown, the several members of the joint are centered by means hereinafter described, and

a pivot pin it, having a fairly tight fit in the link boss is driven in position. The pivot pin it is flattened at one side as indicated at 44 and a locking pin d3 inserted in an aperture '45 in the link 25 engages this flattened side to retain the pivot pin it against rotation and axial displacement, the insertion of the locking pin 43 being preferably effected manually.

When these operations have been completed at station A to the extent indicated in Figure 5, the elements being operated on are conveyed to station E. Here the anti-friction elements, preferably in the form of needle bearings M, are fed into the link bosses 3i and 3'2 and around the opposite ends or the pivot pin M in direct engagement with the periphery of the latter and with the bushings it. The parts now occupy the relative position indicated in Figure 6 of the drawings, and on completion of the operation the conveyor moves on to station C.

At station C hardened washers 8 engaging the ends of the needle bearings ll are inserted and Welsh plugs 59 or similar closure members are introduced in recesses 58 in the ends of the bosses 3i and 32, these operations being preferably performed by hand. The plugs 9 are then spun in position by mechanism forming part of the assembly machine, the outer ends 500i the plugs 59 being upset and pressed into the metal at the ends of the link bosses to lock the various elements of the joint against displacement. The completed joint as it appears after this last operation is shown in Figure '7, and the conveyor or carrier is now returned to the initial position for the removal of the assembled link and wheel carrier and the performance of further operations on another set of elements.

The machine frame structure The machine is supported on legs 55 and a bed 56 on which are mounted spaced upright frame members E'i'i having oppositely directed lower legs 58, upper legs 59, and rear walls 59, the whole comprising two generally rectangular box-shaped structures each having two open sides,

Between these structures is supported a carriage for the elements which are operated upon,

this carriage being displaceable in a vertical direction to the several stations hereinbefore indicated for the performance at each of these stations of certain operations. The carriage or conveyor may comprise an upright carriage member 62 which is supported for vertical movement in guide members 68 which are secured to the upright frame members 5l;' A generally horizontally extending carriage base member 63 is secured in any convenient manner to the member 62 and an inclined plate 64 is in turn secured to the member 63, for instance by welding. Secured to the plate 64 is a transverse link support 65 on which the inner ends of the link 25 may be mounted. A bracing plate 66 extends between the member 62 and the inclined plate 64 and is secured to both so as to provide with the side plates 61 a generally boxshaped structure supported from the member 62.

At either end of the transverse link support 65 are secured supporting plates 10, each of the latter being provided with a clamping device for the reception of the inner end of the suspension link. Thus each of these clamping devices comprises a depending bracket H in which is mounted a spindle 13 having thereon a lever arm 15, the spindle 13 being provided with an eccentric portion on which is journalled one leg of a generally yoke-shaped. member 12. As shown more particularly in Figures 8, 9, and 11 each member :2 is provided beneath its upper leg with spaced bosses l7 and each supporting plate 16 is provided with cooperating bosses 16, the latter having formed thereon projections 19 which receive the apertures in the flattened ends 31 of the pivot pin 36 at the inner end of the suspension link 25. When the handle 75 is rotated in a clockwise direction as viewed in Figure 11. the flattened ends 31 of the link pivot pin are gripped between the bosses T! and E6 to securely fasten the inner end of the link 25 in position.

Secured on or formed integrally with the carriage base member 63 is a boss 8! of generally hexagonal shape having two apertures therethrough as indicated at 82 and 83. The suspension links 25 at opposite sides of each frame are differently formed so that one of theselinks is received at its inner end in one of the clamps carried by the plate 65 and abuts one side of the hexagonal boss 8!, whereas the other link is received in the other of the clamps and abuts the other side of the boss 8|. The apertures 82 and B3 are adapted for the selective reception of a pin which passes through the upper of the apertures in the enlarged portion of the link to secure the latter in position at station C, as hereinafter described.

The movable carriage affords a support for a pair of laterally movable elements 85 which slide on the base member 63 and which are keyed thereto as at 84, these elements having horizontal and upright portions. The lateral movement of these elements is controlled by an idler pinion 86 which meshes with teeth formed on each of these elements as shown in Figure 12, the pinion being carried on a pin 6'! which is in turn supported in the carriage base member 63. An operating spindle 88 extends through the base of the hexagonal boss 8! and is journalled in a bearing member 90 which is secured to a bracket 9|, the latter being mounted on the inclined plate 64 as shown in Figure 11; The spindle 88 carries an eccentric pin 92 which operates in a slot 93 formed in one of the elements 85. Thus when the handle 39 is rotated, the elements 85 are moved in opposite directions owing to thegeared connection therebetween, so that the vertical portions thereof either approach or recede from each other.

The elements 85 are guided in their lateral movement by blocks 95 and 96 which are secured to the carriage base member 63 and a plate 9'! is superimposed on the elements 85 and is secured to the blocks 95 and 96 so that the movement of the elements is definitely restricted. Each of the elements 85 is provided with a slot 98 having an elongated portion and terminating in an enlarged generally circular portion 99. A pair of plates I M are provided, each of these plates having a dovetailed guide fit with the upright portion ofone of the elements 35 for sliding movement therein as shown more particularly in Figure 10, each plate having a circular opening IUI therein. These plates are furthermore each apertured to snugly receive sleeves Hi3 which are extended through the slots 98 in the associated elements 85. Each of the plates Hill is furthermore provided with a handle Hi4 whereby the associated plate may be displaced toward the rear or toward the forward portion of the machine. Simultaneous forward and rearward movement of the plates I M is ensured by means of brackets Ml which are secured to the respective plates and extend toward each other as shown in Figure 14, one of these brackets having a reduced portion I06 which is telescoped within a corresponding open- 9 ing in the other bracket. Keys I68 are secured on the plate Ql and keys I69 are secured on a block lit. the latter being secured to the base member 63. These stationary keys define the positions of the plates ll'lii which permit movement of the elements 65 toward each other. For instance, whenthe plates 10!! occupy their rearward position in which the sleeves Hi3 carried thereby are in alignment with the suspension link and wheel carrier bosses, the elements 85 may be moved toward each other by operation of the spindle 36 since the key-ways H35 formed in the flanged portions of the brackets Iii! will then engage and slide on the keys Hi9. When the handles HM are pulled forwardly to move the plates Hill to their extreme forward position in which the circular openings 9']! are in alignment with the suspension link and wheel carrier bosses, the keyways M5 in the brackets Hi! will then engage and slide on the keys Hi8. Displacement of the elements 85 toward each other at positions intermediate the extreme forward and extreme rearward positions is thus prevented by the keys m3 and H29.

It will be observed that when the plates "36 occupy the rearward position in which they are shown in Figures 10, 11, and 14, the elements 85 may be moved toward each other to engage the sleeves M3 in the bosses 3i and 32. respectively of the suspension link 25, the sleeves being dimensioned for reception in the bosses with a reasonably snug fit so as to prevent unintentional displacement of the link. The link is thus engaged by the sleeves it at stations A and B, so that the operations performed at these stations may be carried out by means passed through the sleeves H13 and thence into the link bosses. At station C, however, the elements 85 are retracted, and by means of the handles i8 2 the plates I08 I are moved to their forward position in which the circular openings IE5 in the plates are in alignment with the suspension link bosses, the operations at this station being carried out by means moving through the circular opening lfli and the aligned circular portions 953 of the slots $8 formed in the elements 85.

Secured to the upright carriage member is a bracket iii in the form of a generally vertically disposed plate, the bracket iii having formed thereon a fin H2 which projects forwardly and which serves as a support for an arm 5 I3. At the outer end of the H3 is secured a boss ii i through which passes a pin M5 for engagement with the boss 29 at the upper end of the wheel. carrier to retain the latter in position.

Secured at the rear of the frame of the machine and extending transversely thereof is a support ing plate Iifi on which is mounted an i? carrying a pulley IE8. A cable IE3 passes over the pulley and is secured at its opposite ends to a piston rod I25? and to the movable carriage indicated at I2I, reference being had to Figure 3 of the drawings. The piston rod 428 is connected to a piston (not shown) which is reciprocable within a vertically arranged cylinder Thus by the admission of fiuid under pressure to op The mechanism for inserting the pivot pin at station A includes a supporting bracket wh' i is bolted to the right-hand uprightf c mom-- ber El. Secured by bolting or other. to the supporting bracket iii? is a cylinder 25 in which moves a piston (not shown), of which the piston rod I2! projects through the open end of cylinder. Secured to the frame member 5'? is a pivot pin guide I28, the latter being cut away at its right-hand end as shown more particularly in Figure 10, and being provided with a spring of which the free end is disposed in the cut-away portion I38 of the guide. This guide is adapted to receive a pivot pin iii and the spring i123 is arranged to engage the flattened portion Ml of the pivot pin so as to retain the latter in proper position when the pin is inserted in the guide as illustrated in Figure 10. As hereinafter explained, the piston rod I2! is arranged to force the pivot pin 41) through the aligned bosses on the supporting link and wheel carrier.

Secured to the left-hand'frame member 5] is a supporting bracket I33 in which is carried for sliding movement a rod ltd which serves as an abutment while the pivot pin id is being pressed in position. The rod I3 1 is retained against rotation by means of a key I35 sliding in a key-way formed in the bracket its and is formed with a toothed portion with which a pinion I36; meshes. the pinion I35 being secured on a shaft 5 3'1 to which a lever I38 is in turn secured. Thus when the lever I33 is rotated in a clockwise direction, the rod I34 is displaced to the right as viewed in Figure 14 into abutting relation with. the adjacent element 85. Any convenient means may be provided for locking the lever I33 to prevent unintentional displacement of the rod 53% from element abutting position.

The rod I34 is apertured as shown in Figure 1 2 to receive a second rod Ida, the latter having a toothed portion Hi6 with which a pinion Iii meshes, the latter being mounted on a shaft it?! to which is secured a hand wheel IE3. Thus on rotation of the hand wheel in a clockwise direction, the rod I39 is displaced to the right. The

' right-hand end of this rod is tapered slightly and is arranged, on rotation of the hand wheel I43, to pass through the aligned bosses on the suspension link and the wheel carrier to effectively center the same prior to the operation of pressing the pivot pin in place.

The operation at station A is substantially as follows. With the suspension link and wheel carrier supported in a manner hereinbefore indicated, and with the sleeves IE3 engaged Within the link bosses, the handle I38 is rotated in a clockwise direction to engage the abutment rod Ifi l with the adjacent element 85 the hand wheel 5 43 is then rotated in a clockwise direction to displace thecentering rod I39 to the right. As the rod is moved to the right through the suspension link and wheel carrier bosses, the washer ii and the thrust bearing 42 are held in the position shown in Figure 5 so that the centering rod may move through them. The pivot pin ill} is placed in position in the guide I28 and when the rod I39 has been displaced to the position in which it is shown in Figure 10, the parts are accurately centered and the pivot pin id may be thrust in position, For simplicity of illustration, the link bosses are not illustrated in Figure 10.

The displacement of the pivot pin ii? is effected by means of the piston rod IZ'E, the latter being moved to the left by the introduction of air in the head end of the cylinder I26 by control devices hereinafter described. As the 5mm I2? moves into engagement with the pivot pin and forces the latter through the link and wheel carrier bosses, the centering rod I39 is displaced to the left by the pin, the parts thus moved eventually reaching a position slightly beyond that in which they are shown in Figure 14, with the pivot pin located within the bosses. The hand wheel I43 is now rotated in a counterclockwise direction to Withdraw the centering rod I39, upward movement of the carriage being prevented by means hereinafter more fully described, and including a valve I45 carried by a bracket I4 3 arranged for actuation by the rod, until this rod is entirely withdrawn. The parts which are to be assembled have now assumed the position in which they are shown in Figure 5 of the drawings, and the locking pin 43 may be driven in position to retain the pivot pin it against displacement, this driving of the locking pin being preferably effected manually. The carriage is now moved up to station B for the feeding of the needle bearings into position around the pivot pin 48.

M echom'sm for feeding the antifriction bearings The apparatus for feeding the needle bearings is not in itself broadly new, and may assume various forms other than that illustrated herein. In apparatus of the type shown in the accompanying drawings, the needle bearings d? are placed in hoppers I as at the upper end of and on "either side of the machine, the bearings being thence delivered to drums I within casings I5I, the drums being rotated through sprocket gearing I52 from a shaft I53 driven by a motor 15 i. Preferably a friction drive device is introduced in the driving train between the motor and the drums, one form of friction clutch I5? being shown in Figure 27 between the drum shaft and the sprocket gear I 59. Each drum I56 is constructed to afford adjacent the peripheral portion thereof a plurality of elongated apertures I58 in which individual needle bearings may be received as the drum is rotated, the bearings being thus conveyed upwardly. The casing IiiI comprises a peripheral portion I69 having an opening I6! there-in, this openingpermitting the ejection of individual needle bearings therethrough asthe latter are delivered from the apertures its in the drum. The removalof bearings from these apertures is facilitated by a. spring I52 which is secured to the frame of the machine and which engages the bearings asthey are rotated to the discharging position to eject them from the drum.

Each bearing as it is ejected is received in a slot I 63 formed between members ltd, the latter delivering the hearings to slotted guides it'll which in turn feed the hearings to openings its in bosses I84- formed integrally .with sleeves. llll.

Each sleeve I'll! is secured in the adjacent upright member bl of the machine frame, for instance by reception with a tight fit in a housing I 7 I, the latter being bolted to the machine frame. Slidably supported within each sleeve ill! is a sleeve I12 provided with rack teeth H5 meshing with a pinion lit secured to a shaft lllt. The shaft ll l extends transversely of the housing I'll and is journalled for rotation therein. A pinion l'lfi is carried on the shaft ti l, this pinion meshing with a rack member lit which is in turn secured to and actuated by a piston rod H9. The piston rod Ill! extends within a cylinder I80 and is reciprocated'b-y a piston (not shown) therein.- It will thus be observed that by admission of working fluid to either end of the cylinder I82, the sleeves i 52 may be displaced to the left or to the right, Figures 16 and '17 showing the sleeve in two different positions.

Each sleeve H2 is threaded as indicated at M5 to a sleeve ltt of less diameter and a shaft E88 extends through the sleeves ligand loll and is slidable therein. The forward end of each sleeve I86 is also slidable in the associated boss its and the sleeve I12 which moves therewith is retained in its extreme outward position by means of a spring pressed detent i521 supported in the housing I'll and engaging a notch I ill in the sleeve. A coil spring lilll surrounds the shaft I88 and acts between a flange its on the withdrawn, the associated shafts 9 88 will be con strained to follow" by reasonof the engagement with a collar tilt secured to each shaft I83, of a washer or the like 59"! which is pressed within the outer end of the associated sleeve H2. Each of the shafts i3? is provided with means for rotating the same which may comprise a pulley L93 having a splined connection with the shaft so as to permit the latter to move axially within the pulley, the pulley being held against axial displacement by the arms of a yoke-shaped bracket H which may be formed integrally with the housing Il'I. r f

Each pulley M8 is rotated by means of a belt 202 which extends about one of a pair of driving pulleys 234, the latter being secured on the transversely extending shaft ictwhich. as has been hereinbefore described, is driven from amotor I56, the latter serving also to drive the drums I56 which feed the needle bearings to the The operation ofthe'structure thus far described will now be apparent. Figure 16 shows the position occupied by'the parts immediately prior to the initiation of operations at station B. The suspension link and wheel carrier are supported on the moving carriage in the same manner as at station A and the upward movement of the carriage has been terminated with the suspension link bosses SI and 32 and the sleeves I83 in axial alignment with the bosses I84. Needle bearings 41 surround the shafts I88 within the bosses IM and arethus ready for insertion in the bosses, the bearings being received about the forward portion of the shaft Hi8. On the arrival of the carriage at station l3, operation of the motor IE4 is initiated by means hereinafter described and the shafts I88 are rotated during the feeding of the needle bearings into the bosses in order to facilitate the operation. The arrival of the carriage at station B also sets in operation the mechanism which admits air under pressure to cylinders I853, and the piston rods I79 and rack members llEl are moved forwardly with the result that the sleeves H2 are positively displaced toward the suspension link bosses and the shafts I88 are yieldingly carried therewith through the medium of the springs ISM. Thus the needle bear ings ll are moved out of the bosses I84 and into and through the sleeves I03, displacement of the sleeves lflt continuing until the needle bearings are fully seated within the suspension link bosses 3i and 32 and about the pivot pin 3%. During this operation, and before the needle bearings have been displaced from about the shafts E83, the latter have moved into engagement with the opposite ends of the pivot pin Illa and the needle bearings are thus properly guided into position about the pivot pin, the springs Illil yielding during further movement of the sleeves On completion of the operation of inserting the needle bearings, the parts will occupy ap proximately the position in which they are shown in Figure 17.

Air under pressure is now admitted to the opposite end of the cylinders I88 with the result that the operation is reversed, the sleeves I12 and its being positively withdrawn and, by reason of the engagement of the washers Iill' and collars I98, withdrawing the shafts I88, the position in which the parts are shown in Figure 16 being eventually resumed, whereby the introduction of fresh needle bearings through the slots its in the bosses lil l takes place. On completion of the operation of feeding in the bearings at station B, the carriage is automaticallydisplaced to station C, preferably by automatic means of the nature hereinafter described.

Mechanism for locking the antifriction hearings in assembled relation When the carriage arrives at station C, the

operator inserts a pin through the upper of the extending through the boss and the link, a reduoed portion 2% which is adapted to receivea lock washer 209, and a handle portion 210 whichmay be secured to the body of the pin in any convenient manner. Thus the pin may be readily thrust in position and locked by the washer 209 against unintentional displacement. The operator may now rotatethe handle 89 to displace the elements 85 and to withdraw the sleeves it from within the suspension link bosses. He then displaces the plates it forwardly to align the openings it! therein with the link bosses. The hardened washers 48 and the Welsh plugs 49 are now introduced in the link bosses 3i and 32 by hand, the operator releasing the pin M5 from the upper wheel carrier boss 29,

, if necessary, so that the wheel carrier may be This mechanism comprises spinning elements arranged to simultaneously engage the plugs and the ends of the bosses from opposite sides, only the unit at the left-hand side of the machine being shown in detail in Figures 29 to 32, it being understood that the two units are preferably identical as indicated in the remaining figures in which they-are illustrated. Each unit of the mechanism, which is supported in any convenient manner on the adjacent upper leg 59 of the machine frame, comprises a cylinder 2w having a piston therein which serves to actuate a piston rod 2 IS in opposite directions transversely of the machine. 2!! which serves to connect the rod to a shaft 258. Surroundingthe shaft m and movable therewith is a bracket which is slidable in stationary dovetailed guides 225 formed in a bracket 223 secured to the machine frame, the bracket 229 serving as a'support for a motor 222, the latter having a generally vertical axis,

and the bracket 223 serving as a support for the cylinder 2E5. Carried on the motor shaft 225 is aworm 226 meshing with a worm wheel 22?, the latter being secured to a sleeve 228 which surrounds theshaft 2M3 and is journalled indicated at 229 in the bracket 226. At its outer end the sleeve 228 is provided with a flanged portion 232 to which is attached the flanged portion of a sleeve 235, the latter surrounding the shaft 218 and having an annular groove 236 formed in the periphery thereof. A sleeve 238 is provided with a plurality of apertures 239 spaced circumferentially thereof, these apertures receiving pins 2% which project into the annular groove 2% and which are retained in position by a band Ml encircling the sleeve 238. The sleeve 233 is also apertured at a plurality of circumferentially spaced point to receive the stern portions 2&3 of spinning elements 246 which are thus supported for rotation on axes substantially intersecting the axis of the shaft 2H8. Each of these spinning elements is provided with a head having abevelled side which is arranged to engage a corresponding bevelled surface 246 on the outer end of the sleeve 235 and which is adapted to engage the outer ends of the suspension link bosses and the Welsh plugs when displaced into engagement therewith by operation of the piston rod 2 H6.

The yoke 2%? is locked against rotation, for instance by bolting the annular flange 248 thereof to the bracket 226.

- arev rotated while the spinning elements 244 are gagement ,of the spinning elements 244 with Secured to the rod H5 is a yol ze Thus as the sleeves 228 both the rotating sleeve and the stationary link boss. In this manner adequate pressure can be applied to the bosses and plugs by the spinning elements without the development of excessive friction, the spinning elements rolling on the driving sleeve 235 and on the link bosses.

Engagement of the spinning elements with the link bosses is of course effected by displacement of the brackets 22!! at either side of the machine toward the bosses from the position shown in Figure 29 on admission of air to the cylinders 2E5, the motors 222 being simultaneously energized sothat the spinning elements are rotated on their own axes and revolved as just explained. Preferably, the arrangement is such that after initiation of the operation, the spinning elements and associated parts are displaced to operative position, are rotated for a predetermined period of time, and are then automatically withdrawn. When the initial inoperative position is again reached, fluid under pressure is automatically admitted to the lower end of the main cylinder I22 with the result that the carriage is returned to station A for removalof the completely assembled suspension link and wheel supporting member, these operations being carried out without attention on the part of the operator once the spinning mechanism is started.

Control mechanism As hereinbefore indicated, it is intended that the operation of the machine as a whole be largely automatic, but preferably the arrangement is such as to permit of supervision and direct control by an operator of certain operations. Suitable control mechanism is indicated in Figure 33 of the drawings, diagrammatic illustration of this mechanism being essential in order that the same may be readily understood.

It will be observed, however, that in general the various parts of the machine have been represented in Figure 33 in much the same manner as, in the other figures and similar reference, nu-

merals have been applied to corresponding elements.

It has already been explained that the movable carriage is displaced upwardly or downwardly by admission of air to the upper and lower ends respectively of a cylinder I22 to which the car ,riage is connected by means of a cable H5! which passes over a pulley H8 and is secured at its opposite ends to the piston rod I20 operable by thecylinder I22 and to the carriage. In order to definitely limit the upward movement of the carriage at each of the three stations to ensure proper alignment of the link and wheel carrier bosseswith the operating mechanism at each station, a rack member 258 is secured to the rear of the carriage and depends therefrom as indicated in Figure 3,. this rack member extending downwardly through an opening in the machine bed 56 and having recesses therein with which an automatically controlled pawl may cooperate to accurately control the carriage movement, the details of this arrangement being shown in Figure 15. Thus the rack member 259 may be provided with three recesses 2 52, 253, and 256, these recesses being successively engaged by a pawl 255 at the respective stations A, B,

and 0. Associated with each of the recesses in the rack member is a hardened block 256, the upper face of which directly contacts with the pawl to limit the upward movement of the rack member. The pawl is supported for sliding movement in a bracket 258, the latterembraclng 75 member by a coil, spring 259. ,bellcrank lever 262 is arranged to engage a shoul- 250, and is yieldingly urged toward the rack One arm of a der 263 on the pawl stem 264, the other arm of the lever being positioned in the path of movement of an abutment 265 on the stem 266 of 'a piston (not shown) operating in a cylinder 268, the stem extending through the piston and protruding from the opposite end of the cylinder as at 251 for engagement at the lower limit of movement of the piston with the stem 269 of a valve 216. The cylinder 268 and valve 210 may be supported on a bracket 2H depending from the machine bed 56.

When the carriage is to be moved upwardly, for instance from station A to station B, air under pressure is admitted to the upper end or" the cylinder E22 and to the upper end of the cylinder 288, the piston within the latter cylinder operating to withdraw the pawl 255 from the recess 252 in the rack member 25d, permitting the rack member and the carriage to move upwardly. The piston stem 2'56 rapidly completes its downward stroke and the protruding portion 25? thereof functioning to reverse the air control for cylinder 268 so that air under pressure is admitted to the lower end thereof and the stem 2% is returned to the position shown in Figure 15, permitting the spring 259 to urge the pawl 255 against the racl: member so that the pawl may seat in the followingrecess 253 when the carriage has moved upwardly to that extent, the carriage stopping precisely at the position required to carry out the operations at station 13. Similar operation occurs during movement of the carriage from station B to station C, and in moving from one station to another control is effected of the air discharged from the lower end of the cylinder tilt in such manner that this air acts as a cushion to prevent unnecessarily rapid upward movement of the carriage and possible damage to the rack member 258 and pawl 255. For instance, the arrangement is preferably such that air under prestard upward movement of the carriage to any considerable extent. It is therefore proposed to prevent discharge of air from the lower end of the cylinder I22 until the carriage has nearly reached the next succeeding station, the air thus trapped forming a cushion. When the next succeeding station is nearly reached, this trapped air ispermitted to discharge so that final movement of the carriage to the desired station may be rapidly completed. One mode of carrying out this desired series of operations is illustrated in Figure 33 of the drawing to which reference is now made.

Associated with the cylinder I22 is an automatic valve 215, for instance of the character shown in Figure 34, which is constructed so as to admit air under pressure to either end of the cylinder when either of two corresponding control ports opening into the valve are vented. Thus air under pressure which flows throughout the control system through pressure conduits which are for convenience designated P and which are preferably connected to a common source of compressed air, is admitted to the valve 215. From the v'alve2l5 a pressure line 215 leads to the upper end of the cylinder H2 and a pressure line fill leads to the lower end of the cylinder. A control line 2W, communicating with a control port in the valve 215 1eads to a control valve 23% which may be manually operated to vent the control line Eli the venting of this line effecting automatic displacement of the valve 215 to admit air under pressure to the pressure line iil'fi and thence to the upper end of the cylinder,

tending to move the carriage upwardly. A second control line 282 communicating with a control port in the valve 215, is connected to a control valve 283 located at station C, operation of valve 283 serving to vent the control line 282 and thereby effect automatic displacement of the valve M5 to supply air under pressure to the pressure line 27? and thence to the lower end of the cylinder 22 to return the carriage to station A.

Communicating with the control line 219 is a second control line 23d which communicates with an automatic valve 283, similar to the valve 215, associated with the cylinder 26% which is efiective to operate the pawl 255. A second control line 285 communicates with the valve 285 and with the control valve till, the latter being operable by the piston in the cylinder 2% as hereinbeiore explained. A pressure line 288 communicates with the upper end of the cylinder and a pressure line 298 communicates with lower end of the cylinder 263, these pressure lines being supplied from the valve 285. Thus when the valve 23% is opened to vent the control line Hi9, the control line 28 is also vented, and the valve 235 is automatically operated to deliver under pressure to the pressure line 289 and thence to the upper end of the cylinder 268, whereby the pawl is withdrawn from the recess in the rack member 258. As the piston within the cylinder 258 moves downwardly, the valve 2W is opened by the protruding portion of the piston stem, whereby the control line is vented, and the valve 2535 is automatically operated to admit air under pressure to the pressure line 2% and thence to the lower end of the cylinder 268 to restore the pawl 255 to engagement with the rack member for reception in the next lower recess in the latter. It will thus be observed that on operation of the valve 28% to vent the line 2W9, this operation being preferably effected manually, the carriage is moved up to the next station by the admission of air under pressure to the upper end of the cylinder E22 and by the automatic manipulation of the pawl 255 as explained. Thus in order to raise the carriage from one station to another, it is only necessary to operate the valve 233 or some other valve which is connected with the control line Z'iii to vent the latter.

As hereinbefcre stated, it is desirable to prevent movement of the carriage from station A to station 13 until the centering rod I39 is completely withdrawn from engagement with the elements movable with the carriage, and a valve M5 is prois such that the valve M5 is closed only when the centering rod its occupies its extreme left-hand position, movement of the'rod away fromthe valve serving to vent the control line 292. As

of the control line 232 which is also connected with the. valve 235 will not effect displacement of the latter since there will be no unbalanced pres- .sure. Thus it is possible to admit air under pressure to the upper end of the cylinder 233 to withdraw the pawl 255 from the rack member 253 only when the centering rod is entirely withdrawn and is in engagement with the operating member of the valve I to close the line 232.

For the operation of the piston rod I2'I an automatic valve 295 similar to the valves 215 and 285is provided, this valve being supplied with air under pressure and communicating with the outer end and the inner end respectively of the cylinder I23 by means of pressure lines 295 and 297. A control line 298 communicates with the valve 235 and with a control valve 333 which may be manually operated to vent the line and thereby displace the valve 235 to admit air under pressure to the pressure line 295 and thence to the outer end of the cylinder to displace the piston rod I2? to the left. A valve 302 which is supported in a fixed position for engagement by of the cylinder I22.

an abutment 3% carried by the outer end of the piston rod I2? serves to vent the control line 333 when the piston rod I21 has reached its extreme left-hand position, the piston pin having been thrust entirely into the link and wheel carrier bosses. The venting of the control line 303, which communicates with the automatic valve 295, effects displacement of the latter to admit air under pressure to the pressure line 29'? and thence to'the inner end of the cylinder I25 to effect withdrawal of the piston rod I21.

The sequence of operations thus far described may be summarized as follows. The operator having assembled the suspension link and the wheel carrier in position on the movable carriage of the machine, and having inserted the pivot pin in position in the guide I28, and positioned the abutment I33 and centering rod I331, operates the valve 330 with the result that the pivot pin is forced in position by the piston rod IN, the piston rod returning on completion of its operative stroke. The operator now inserts the locking pin 43 in the wheel carrier, withdraws the centering rod I33, and operates valve 283 which releases pawl 255 from rack member 255 and admits air to the upper end of cylinder I22, with the result that the carriage moves upwardly. During the remainder of the operations and until the completion of work at station C, the automatic valve 215 is not further displaced and air under pressure is continually present in the upper end of the cylinder I22.

As hereinbefore indicated, it is desirable to control the venting of air from the lower end For this purpose a pipe 308 may communicate with the lower end of the cylinder and with a valve m which is of an automatic type, but which is preferably somewhat different from the automatic valves hereinbefore referred to and may be constructed as shown in Figure 35. Associated with the valve 3E3 is ,a single control line 3I I, on the venting of which the valve SIS is displaced so as to afford communication between the pipe 388 and an exhaust pipe 3I2 which discharges to the atmosphere. When the control line. 3I I, is closed, the valve 3H is displaced to an operative position in which the pipe 338 is blocked and further discharge of air from the lower end of the cylinder I22 is prevented. The control line 3H communicates with each of two valves 3M and 3I5 which are positioned for engagement by a pawl 3I6, supported at any convenient point on the movable carriage, .and arranged to actuate these valves shortly before the carriage moves into final position at the respective stations with which they are associated. In other words, before the carriage arrives at .station B, pawl 3 I 5 will engage the stem of valve 3M to vent control line 3, and valve 3I5 will be similarly actuated just before the carriage moves into final position at station C. The pawl M5 is supported for free swinging movement upwardly, so that on return movement of the carriage the valves 3M and 3E5 are not affected.

It will thus be appreciated that as the carriage moves in an upward direction, the momentum of the carriage is gradually retarded by the compression of air in the lower end of the cylinder I22. Immediately before the following station is reached, the valve 3H3 will be actuated to vent the lower end of the cylinder I22, and the carriage is thereupon permitted to resume its movement unchecked, being positively stopped at the station in the proper position by the action of the pawl 255. After each displacement of the valve am to a position .to open communication between the pipe 338 and exhaust pipe 3I2, the valve is slowly displaced in the opposite direction to close the pipe 308 so as to be in readiness for the next successive upward movement of the carriage.

As the carriage reaches station B, the pawl 3I'5 engages the stem of a control valve 3I8, this valve communicating with a control line 3I9 which in turn communicates with control lines 32! and 322, the latter being connected with control ports in automatic valves 325 and 326 respectively. The valves 325 and 326 may be similar to valves 275, 285, and 295 hereinbefore described. Thus the valve 325 is supplied with air under pressure and communicates with the upper and lower ends of the left-hand cylinder I83 through pressure lines 328 and 329 respectively, and the valve 326 communicates with the upper and lower ends of the right-hand cylinder I80 through pressure lines 33I and 332 respectively. A control line 334 communicates with a valve 335 and with the opposite control port of the valve 325 and a control line 33'! communicates with a valve 333 and with the opposite control port of the valve 326. The valve 336, at the left side of the machine is arranged for for engagement with an abutment 34! carried by the sleeve I12 at the right side of the machine when this sleeve reaches the inner limit of its movement. The abutment 346 carries a pawl 343 which is arranged to engage and operate the stem of a control valve 344 as the adjacent sleeve I12 reaches its outward limit of movement only, the pawl 343 swinging into inoperative position on passing the valve during movement of the sleeve toward the adjacent link boss. The control valve 332 communicates with a control line 346, the latter in turn communicating with control line 284: which is associated With a control port in the automatic valve 285. The operation of the machine at station B is substantially as follows:

As the carriage moves into position at station B the control valve 3I8 is actuated by the carriage pawl 3H3 to vent control lines 3I9, 32I, and 322. This results in displacement of automatic valves 325 and 326 to admit air under pressure to theupper ends of both cylinders I80, with the result that the piston rods I19 associated therewith are moved forwardly and the feeding in of the needle bearings in the manner hereinbefore explained is. initiated. As the inwardly moving parts complete the feeding of the needle bearings, the control valves 336 and 338 are actuated to vent the control lines 334 and 331 respectively. This results in displacement of the automatic valves 325 and 326 to admit air under pressure to the lowerends of both cylinders l8 so that the piston rods I19 are moved backwardly to withdraw the bearingfeeding elements. The provision of separate valves 336 and 336 ensures that the feeding is completed at both sides of the machine prior to reversal of the supply of air under pressure to the respective cylinders I80.

As the sleeve I12 at the left side of the machine reaches its limit of outward movement, the pawl 343 actuates the control valve 344 to vent the control line 336, with the result that the automatic valve 285 is displaced to admit air under pressure to the upper end of cylinder, 268 so that the pawl 255 is withdrawn from the rack member 256 and the carriage moves upwardly to station C, cushioning of the carriage movement being established and released by the actuation of the control valve 3|5 through the carriage pawl 3l6 as hereinbefore explained.

Under ordinary conditions the needle bearing feeding elements at the right hand side of the machine are completely withdrawn from the path of movement of the carriage before the latter is displaced from station B. It will nevertheless be appreciated that precautions may be taken to ensure such withdrawal prior to upward movement of the carriage. For instance in lieu of simultaneous feeding of the needle bearings at opposite sides of the machine as just described, the needle bearings may be fed in at opposite sides in succession, feeding at one side being completed before feeding at the other side is initiated. For example, the control line 32I may be omitted, and the associated control port of the valve 326 may be connected to the control valve 344. The control line 346 communicating with the automatic valve 285 may then be associated with a control valve positioned for actuation on the return of the needle bearing feeding elements at the right hand side of the machine. Thus the feeding of bearings at the left side will be first completed, the feeding of bearings at the right side thereafter initiated, and the carriage moved upwardly'on termination of the feeding operations at the right side. Various other modifications will readily occur to one skilled in the art, but the arrangement is preferably such that the operation is entirely automatic once movement of the carriage from station A has been initiated until the carriage is moved into position at station C.

As hereinbefore explained, the shafts I83 on which the needle bearings are supported during feeding thereof into the suspension link bosses are preferably rotated during the operation, the rotation of the shafts at opposite sides of the machine being effected by an electric motor I54. The energization of this motor may be manually controlled, but control is preferably effected automatically. For instance, an abutment 341 carried by the bearing-feeding sleeve I12 at one side of the machine may be arrangedfor engagement with the movable element of an electric switch 348 when the sleeve reaches its'outward limit of movement, the switch being constructed to then I open a circuit including motor I54 and, in series therewith, a source 349 of electric energy. As the sleeve I12 is displaced inwardly to feed in the needle bearings, the switch 341 is closed and the circuit is completed until the feeding of the bearings is terminated when the switch is again opened to discontinue operation of the motor E54. In order to ensure that needle bearings are fed within the bosses [84 so as to completely surround the shafts l88, after the latter have been returned to their outward limiting position, the switch 341 may serve to control the operation of a second time delayed switch which in turn controls the motor circuit, whereby the motor may be rotated for a short period of time after termination of the bearing feeding operation.

On arrival of the carriage at station C, the

operator inserts the hardened washers 48 and the Welsh plugs 49 in the manner hereinbefore explained, and operates the control valve 35!, the latter being connected through a control line 352 with an automatic valve 355 of the type shown in Figure 34. A second control line 356 communicates with the valve 355 and with a control valve 351. The Valve 355 communicates with the outer and inner ends respectively of the left hand cylinder 215 through pressure lines 359 and 366 respectively and with the outer and inner ends of the right hand cylinder 2 l through pressure lines 362 and 363 respectively. The pressure line 359 communicates with the left hand end of a cylinder 364 through a pressure line 366, a control valve 361, normally closed, being interposed in series in the pressure line 366. The pressure line 366 communicates with the right hand end of cylinder 364 through a pressure line 369. Admission of air under pressure to the left hand end of cylinder 364 is preferably effected slowly, for instance by restriction of the pressure line 366, so that the piston rod 365, operable by a piston within the cylinder 364, is displaced at a measured and retarded rate to the right, the arrangement thus functioning as a timing device. The stem of the control valve 351 is positioned for engagement and actuation by the piston rod 365 when the latter reaches its outer limit of movement. 1

The stem of the valve 361 is arranged for actuation by an abutment 369, which may be carried by the outer end of the piston rod 2H6 associated with the left hand cylinder 2E5, when the rod reaches its limit of inward movement. A pawl 312 carried by the abutment 369 is arranged to engage and actuate, on outward movement only of the piston rod 2l6, the stem of the valve 283, the pawl 312 swinging into an inoperative position on engagement with the valve stem during inward movement of the piston rod.

rod is arranged to actuate the movable element of an electric switch 314, the latter being positioned in series in a circuit including a source of electric energy 315 in which the motors 222 are arranged in parallel.- The switch 314 is so constructed that when the piston rod 2 l 6 occupies its outward limit of movement, the circuit is opened but while the. rod is displaced from this position and during the operation of spinning, the circuit is closed so that the motors 222 are energized. The operation at station C is substantially as follows:

Upon operation of the control valve 35! by the operator, the control line 352 is vented and the '60; An abutment 313 carried by the same piston 

